roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
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Post by roythebus on Oct 14, 2013 17:56:31 GMT
An interesting clip from RMweb, (not buses, Railway Modelling) asking about the use of GWR locos to Hammersmith Met and Paddington suburban: www.rmweb.co.uk/community/index.php?/topic/77119-collett-2251-class-locomotives-around-the-london-area/Maybe someone can refresh MY memory as to when the centre roads at Paddington suburban ceased to be through roads? When did freight to Hammersmith Met cease? I certainly remember Crimea Yard at Westbourne Park; access was across the Met at the west end by means of 2 acute diamond crossings protected by X signals controlled from a local signal box. Portobello yard though? Don't know that one! |
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Post by southfieldschris on Oct 15, 2013 8:45:20 GMT
Obviously not the Portobello Yard in Edinburgh!
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Post by metrailway on Oct 15, 2013 10:22:08 GMT
I suspect Portobello yard was the name for the yard besides Westbourne Park (GWML) station as there was (is?) a Portobello Junction just west of the GWML station.
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Deleted
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Post by Deleted on Oct 15, 2013 11:59:40 GMT
Portobello Sidings (or St Ervans Road Yard) were south of the GWML, just west of Westbourne Park Station (beyond/north of the H&C line - and alongside the access line to Crimea yard)
Paddington Suburban (passenger) was rearranged to segregate LT and BR lines as part of the resignalling in 1969-70.
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Deleted
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Post by Deleted on Oct 15, 2013 15:57:40 GMT
Paddington Suburban (passenger) was rearranged to segregate LT and BR lines as part of the resignalling in 1969-70. 1967 according to the signalling notices. |
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,257
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Post by roythebus on Oct 15, 2013 18:15:07 GMT
That's about what I thought. I'm sure though that when I learnt the H&C in 1973 there were still juice rails in the centre platforms, but the points at the Edgware Road end had been taken out.
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Deleted
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Post by Deleted on Oct 15, 2013 20:12:20 GMT
That's about what I thought. I'm sure though that when I learnt the H&C in 1973 there were still juice rails in the centre platforms, but the points at the Edgware Road end had been taken out. The 1967 signalling notice shows the lines to be completely separate with the as then Metropolitan line running directly into 15/16 and access to 13/14 from BR only rather than the two central platforms for BR and the other two for the Metropolitan line. |
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metman
Global Moderator
5056 05/12/1961-23/04/2012 RIP
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Post by metman on Oct 15, 2013 21:05:50 GMT
Has any one got any photos of the old arrangement I wonder?
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castlebar
Planners use hindsight, not foresight
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Post by castlebar on Oct 16, 2013 13:31:39 GMT
Don't forget that there was a large volume of freight on the GW suburban lines through Paddington direct to Smithfield Market over the northern part of the Circle Line. I THINK it ended with the end of steam. I don't know if any Smithfield freights were ever diesel hauled.
Can anyone supply end dates for the through Smithfield services ?
Were any ever diesel hauled ?
If "yes", do any photos exist ?
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Deleted
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Post by Deleted on Oct 16, 2013 14:03:41 GMT
There is (was) a book on GW freight on the Widened Lines link here |
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castlebar
Planners use hindsight, not foresight
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Post by castlebar on Oct 16, 2013 14:40:33 GMT
Thank you Dennis. I remember the 97xx class. I think they were built specifically built for Widened Lines traffic and based at OOC
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Post by norbitonflyer on Oct 16, 2013 16:16:44 GMT
From a bit of googling it would appear that the largest diesels permitted on the Widened lines were Class 33s, but the list includes no diesel hydraulics.
Although the Western was an "early adopter" of diesel traction, they were quite systematic about it and starting in the West Country, it would be a while before diesels would be seen at Paddington except on long distance services from the West. The first Type 2 diesel hydraulic to be allocated to Old Oak Common was D6326, arriving in September 1962, displaced by the arrival of Hymeks in the West. This was two months after Smithfield Market GW depot closed.
It would therefore seem unlikely that any Western diesels made it to Smithfield. Moreover, the enclosed sections between Paddington and Kings Cross would have made diesel fumes more of a liability than on the relatively open sections further east, and the condensing tanks were probably better suited to the task.
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Post by phillw48 on Oct 16, 2013 16:41:29 GMT
From a bit of googling it would appear that the largest diesels permitted on the Widened lines were Class 33s, but the list includes no diesel hydraulics. Although the Western was an "early adopter" of diesel traction, they were quite systematic about it and starting in the West Country, it would be a while before diesels would be seen at Paddington except on long distance services from the West. The first Type 2 diesel hydraulic to be allocated to Old Oak Common was D6326, arriving in September 1962, displaced by the arrival of Hymeks in the West. This was two months after Smithfield Market GW depot closed. It would therefore seem unlikely that any Western diesels made it to Smithfield. Moreover, the enclosed sections between Paddington and Kings Cross would have made diesel fumes more of a liability than on the relatively open sections further east, and the condensing tanks were probably better suited to the task. The reason the Western Region commenced dieselisation from the west (Cornwall) was that it was getting expensive to transport locomotive coal such distances. The GE lines were early candidates for the same reason. The oil refineries were a lot closer than the coalfields (Bristol Channel and Thames Estuary.) |
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,257
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Post by roythebus on Oct 17, 2013 8:37:48 GMT
Of course, when Paddington was being re-signalled in the 1960s quite a few WR trains used Kensington Olympia as their terminus.
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